Electropneumatic brake.



W. V. TURNER.

ELBOTBOPNBUMATIG BRAKE.

APPLIoA'rIon FILED mms3, 1'911.

1,063,623, Patented June 3, 1913.

5 SHEETS-SHEET 1.

"iii:

\S l9 mvENTo Wj- @www 'm 1M/@f W. V. TURNER. ELBcTRoPNBUMATIo BRAKE.

y .APPLICATION FILED AUG. 23, 1911. 1,063,623, Patented June 3, 1913.

5 SHEETS-SHEET 2.

WITNESSES INVENTOR W. V. TURNER.

ELEOTROPNBUMATIG BRAKE.

APPL'mATIoN FILED AUG. 2a, 1911.

1,063,623, Patented June 3, 1913.

5 SHEETS-SHEET 3.

wlTNssEs W. VJTURNER.

ELBCTROPNEUMATIG BRAKE.

APPLICATION FILED 11u23, 1911.

1,063,628. Patented June 3, 1913.

5 SHEETS-SHEET 4.

WITNESSES INVENTOR W. V. TURNER.

ELBCTROPNEUMATIG BRAKE.

APPLIoATIoN HLBD AUG. as, 1911A 1,063,623, Patented June 3, 1913.

5 SHEETS-SHEET 5.

WITNESSES NVENTOR UNITED STATES PATENT oreicn;

WALTER V. TURNER, 0F EDGEWOOD, PENNSYLVANIA, ASSIGNOR TO THE WESTING- HOUSE AIR BRAKE COMPANY, OF PITTSBURGH,

OF PENNSYLVANIA.

1 .tisanes 2'0 all whom z't may concern Beit known that l. lVALTER V. TVRNER. a citizen of the United States. residing at Edgewood. in the 'county of Allegheny and State of Pennsylvania. have invented new and useful Improvements in Electropneumatic Brakes, ofwhich the following is av specification.

This invention relates to fluid pressure brakes. and more particularly to an electros pneumatic brake apparatusv in which the brakes may be controlled both electrically and pneumatically.

The principal object of my invention is to provide an improved electro-pneumatic brake of the above character which is positive and reliable in operation and 'in which the electric controlis so combined with the pneumatic control that in the event of failure ofthe electric control. the brakes may be operated pneumaticallv in the usual manner.

Other objects and advantages will be noted in the following more detailed description of the invention.

In the accompanying drawings: Figure 1 is a wiring'diagram showing the connections employedY for controlling the-brakes electricallv in accordance with my invention: Figs. 2 to 5 inclusive diagrammatic views of the combined brake valve and electric brake controller showing the parts .in the respective positionsof release. lap. service application. and emergencv application; Fig. 6 a central sectional view of an electro-pneumatic brake controllingr valve mechanism embodving mv improvements. showingr the parts in release position; Fig. 7 a similar view. showing the parts in electric service application position: Fig. 8 a similar view, showing the parts in electric emcrgencv application position: Fig. 9 a central sectional view of an electro-pneumatic brake controlling valve mechanism embodving a slightly modified form of my' invention:Fig. 10 a detail sectional view of a cut-out cap em` ployed in connection with the controlling valve mechanism and in position for cutting out of action both the service and'emergency magnet valves; Fig. 11 a similar view,`sh'ow ing the cap in position for'cutting out 'the emergency magnet valve; andFig. 12 a simi# lar view, showing the cap in position for cutting out the service magnet valve.

The electro-pneumatic brake controlling valve mechanism shown in Figs. 6, 7, and 8 Specification of Letters Patent.

Application tiled August 23, 1911.

PENNSYLVANIA, A CORPORATION ELECTROPNUMATIC BRAKE.

Patented June 3, 1913. Serial No. 645,615.

comprises a casing 1 having a piston chamber 2 containing piston 8 of the automatic valve device, a valve chamber 4,containing a niain slide valve 5 and a graduating slide valve 6 mounted on the main slide valve and having a movement relative thereto. said valves beiner `adapted to be actuated bv the piston 3. The piston chamber 2 is connect,- ed to the train pipe through passage 7 and valve chamber 4 is open to the auxiliarv reservoir through passage 8. The casing '1 also has'a piston chamber 9 containingr a piston 10 for operating an emergencv slide valve 11, contained in valve chamber '12 and a piston chamber 13 containing a piston 14, t'or operating a quick action train pipe vent valve 15 contained in valve chamber 16 which is open to train pipe passage 112.

An intercepting valve piston device 17 is provided having a seat 18 at one end adapted in the seated position to normally expose a restricted area thereof to auxiliary reservoir pressure supplied through passage 19.

The opposite side of the valve piston 17 is subiect to the pressure of a coil spring 22 and is open to a passage 20 which is controlled bv an emergency valve piston 21. The emergency valve piston 21 is subiect on one side to the pressure of a coil spring 23 and is opento a passage`24 leading to and controlled bv the emergencv slide valve 11. The opposite endv of said emergency valve piston is provided with a ,seat 25 and when seated exposes an outer area thereof to the fluid supplied 'to passage 20 and controis communication from passage 20 to passage 2G. leading to val-ve piston 27. The closing valve piston 27 is subiect on one sideI to the pressure of a spring 28 and is open to a passage 29 leading from the brake c vl` inder to the seat ot the main slide valve 5. rlhev opposite end of the closingY valve piston is nrovided'with aseat 30 and controls cornrounioation from passage 26to a passage 31 leading to piston chamber 32 at one side of an emergency switch piston 33 and quick Aaction piston 14. The emergency switch piston'33 is subject on the opposite sid to the pressure of a 'spring 34 and is adapted to operate a movable contact 35 of an emereeney switch. the fixed contacts 36 of which are connected in a circuit for controlling the operation of the emergency magnets 37.

A protection valve mechanism is also pro-7 vided for insuring an emergency application of tn=-nrakes When the train pipe pressure.

rmally open to the train pipe.

n For controlllng the brakes electrically, a felease magnet 44 is provided. for operating a; release valve 45, a service magnet 46 :tor

'Jperating a service application valve 47, and

.. in emergency magnet 37 for operating valves 48 and 49.

vWhile the particular arrangement ot electric circuits is not essential, the scheme illus-t trated in Fig. 1 may be employed, in which Y five 4train Wires areemployed as follows: a

release Wire 50 having branch wires 51 leading to one terminal of the release magnet 44 on each car, an electric service application Wire 52 having branch Wires leading to one terminal of the service application magset- 46 on each car, an emergency application vire 54 having branch Wires leading to one terminal of the emergency magnet 37 on each car, a supply Wire 56, and a return vvire 57, a battery or sour'ce of current 58 being connected across the supply and return Wires either on each car of the train or only on the.

headcar. The supply wire 56 and the emergency wire 54 are also connected respectively to branch Wires 59 and 60 leading to the fixed contacts 36 of the electric emergency switch. The other terminals of the magnets 44, 46, and 37 are connected by the respective branch wires (3l, 62. and 63 to the return wire 57. Train Wires 56, 50, 52, and 54 are connected respectively to fixed contacts 64, 65, 66, and 67 in the combined brake valve and electric brake controller 568 and said brake valve is provided with a movable contact 69 for making the desired electric con-l nections with said fixed contacts.

In operation, by manipulation of the brake valve, which may be of the usual standard type provided with an equalizing discharge valve mechanism, air is supplied to thc train pipe and thence flows through Ipassage 112, forcing the quick action valve 15 to its seat and through passage 79 past valve 49, passage 43, past protection valve 38, when same is lifted at a predetermined degree of train pipe pressure, and through port 8.0 and passages 81 and 82 to passage 7 which opens into piston chamber 2, thus shifting the piston 3 to release position, as

shown in Fig. 6. In this position, air flows from piston chamber 2 through passage 70, past check valve 71, to port 72 ,in the vmain slide valve 5 and thence to valve chamber 4, thus charging the auxiliary reservoir. From valve chamber 4 air fioivs through passage 19 to the seat of the interceptinga'alve 17. Air also flows from passage r into a passage 73 which leads to a supplemental.

reservoir. Port 74 branching from passage 73, permits air from the supplemental reserf voir to fiovv into the annular groove 75 of.

the intercepting valve 17 Port 76 allows air from the supplemental reservoir to flow through annular groove 77, port 78, and passage 2() Ato the spring side of the intercepting valve 17 and also to tlie outer eX-- `pcsed area of the emergency valve ,21. As

the emergency' valve piston 21 is loosely fitted, air flows from passage 20 around the valve piston 21 to the chamber at the spring side of valve piston 21 and into passage 24. The full area ot the valve piston 21 being exposed on the spring side to fluid pressure and the pressure of spring 23, the valve piston is prevented from lifting from its seat. With the protection valve 38 seated in' its upper position, fluid from the train pipe passage 112 may flow through passages 79, 113, cavity 86, and passages 81 and 82 to piston chamber 9, as Well as directly from the train pipe by Way of passages 79. 43,

V,80, 81 and 82, if the valve 49 is open, shitting the piston 10 to release position, in'

which feed groove 83 is opened, so that valve chamber 12 is charged with fiuid i111-,

der pressure. The volume of the valve chamber 12 may be enlarged by the addition of a chamber 84, in order to give ample volume for various working conditions.

The electric service valve 47 is adaptedgto vent air from the train pipe to effect a service application of the brakes, and for this purpose, the train pipe passage 112 is connected to the underside of the valve through lpassages 79 and 113, cavity 8 6 in cap 87, and

passage 88. Piston chamber 32 is connected by passage 31 and port 89 with the chamber at the outer face of the quick action piston 14 and the latter chamber is open to the atmosphere through a port 90 in the piston 14, passage 91, and quick action exhaust passage 92, so that any leakage into said chambers can escape to the atmosphere and thus prevent possible building up ct' fluid pressure tending to unseat the quick action valve 15 and tending to actuate the emergency switch piston 33. f

ln order to efi'ect an electric service application ot' the brakes, the brake valve is turned to service application position, in which, as shown in Fig. 4, the service contact 66 is connected to contact 64 by the moving contact 69, as Well as the release contact 65. ('urrent is then supplied to thev serv-ice magnet 46, energizing the same to permit only a rate of train pipe reduction sutlicient to effect the movement of the'piston 3 and the valves l5 and 6 to the position in' which the piston seats on the cylinder cap gasket but not rapid enough to cause move ment of the emergency piston, since at' this' duced by the action of the electric servicej limitedvrate of train pi e reduction, fluid can flow through the fee groove 83 around piston 10 as rapidly as the train pipe pres# sure is reduced. l .v

The reduction in tram pipe pressure pro- I valve 47 therefore causes the'piston' to lshift to'the` .position shown in Fig. 7, the.'

first movement closing the auxiliary reser# voir charging port 72 and opening service port 96. lCavity 97 in the graduating valve also connects ports 98 .and 99 in the main slide valve 5 on the preliminary movement of the graduating valve .6, so that cavity 100,

vconnected to port 98, is exposed to atmosphericfpressure through passagel 101 which registers with port 99, cavity 102 iii cyhiif der cap'lQ, passage 104, cavity 105 in slide Y valve 5, andbrake cylinder passage 29. The

main valve 5 thus otlers an increased resistance to movementfrom release position ndV therefore requires a greater. dili'erentia in pressures to shift same. Consequentlythe main slide valve can not be shifted by variations in train pipe pressure such as are caused by fluctuations in the train pipe feed valve and the like. The further movement of the piston 3 lto service application position shifts the main slide valve 5 so that service port 96 registers with brake cylinderv passage 95 containing check valve 106I and air from' the auxiliary'rescrvoir is thus supplied to the brake cylinder. The service application magnet 40 may be held energized to cause a continuous reduction in train pipe `pressure and thus permit equalization of the auxiliary reservoir into the brake cylinder, 0r the same may be encrgi'zi for a short time and then denergized by moving the brake valve to lap position, asshown in Fig. 3.'In the latter case. the auxiliary reservoir pressure reduces b v flou' of fluid to the brake cylinder until the auxiliary reservoir pressure becomes slightly less than the reduced train pipe pressure. then the piston 3 is moved back to lap position in which the.,

graduating valve G closes the .service port 96.

To release the brakes. the brake valve is turned to release position. as shown in Fig.

2, iii which the release contact is tliscon-Y nected from the source of current and the pipe pressure effected by the usual operation of the brake'valve in release position, causes the piston 3 to return to release position in Athe usual manner. It will here be noted that the first. movement of piston 3 from service application position toward release position causes 'the graduating valve 6 to connect` supplied with' luid from the auxiliary reserect to this cavity. By reason of the above, ty e main slide'valve 5 moves more readily Atorelease than to apply the brakes. In .release positioiu'as shown in Fi 6, brake cylinder passage 29 is connected y passage 108 to cavity 105, si) thatlluid from thebrake c linder is exhausted to the atmosphere t rough port 109, cavity 97, .port 99, passa-ge y101, and passage 110, pastele'ctric' release valve 45 to exliaustport 111.

If the brake valve is allowed to remain in vrelease osition, fluid will be released from the braiie cylinder in tlie shortest possible time, but' if it is desired to graduate the `release 'of the brakes, the brake valve is moved to lap position, when the desired amount of air has been released from the brake cylinder. lVhile the main piston 3 remains in release position, the release magnet 44 is energized in lap positiointhe reslease contact being connected as shown in Fig. 3, so that the further release of air from the brake cylinder is prevented. Thus by moving the brake valve between release and lap positions, the brake cylinder pressure may be graded down as desired, by the opening and closing of the electric release valve 45.

In order to elect an electric emergency application of the brakes', the brake valve is i turned to emergency position, as shown in Fig. 5. Invths position the emergency magnet circuit is closed, thus energizing the magnet 37 to close the valve 49 and open the valve 48. Fluid is thereupon vented from piston chamber 2 and piston chamber 9 through the. respectivepassages 7 and 82, passage 81, cavity 86 in cap 87 passage 113, and past the emergency valve 48 to an atmospheric exhaust port 114. The main piston 3 is thus shifted to seat on the gasket ofl cap 103 and the emergency piston 10 is also shiftedto emergency position, as shown in- Fig. 8. 'The main piston and Slide'val've be-i ing iii service application position. `liuid is supplied from the auxiliary reservoir to1 the' brake cylinder as in a service application of the brakes, The movement of Slide val-ve 11 connects passage 24, through cavity 115-Witli' slide valve 5. and passage 116 is connected through cavity 117 in themain slidevalvel with passage 10S lleading to the brake Icylinla iler. The reduction in pressure thus -pro-' duced on the lower face of vthe emergency valve 21 permits the siipplementaflreservoir port ,107 with port 98, so that cavity 1 00 is l voir, balancing the duid pressures Witlrrepassage 116. leading to the seat of the mainpressure in passage 2O acting on a portion of the upper area of said valve to shift same and open passage 20 to passage 26. The pressure on the under side of the intercepting valve 17 is thus reduced sulieiently, so that the auxiliary reservoir pressure in passage 19 on top of said valve is suflicient to shift the valve to open position, allowing fluid from the auxiliary reservoir to flow from passage 19 to passage 20 and thence through passage 26 and the closing valve 27 having been opened by the auxiliary reservoir pressure, lto port 118 and brake cylinder passage 95.

The intercepting valve 17 remains open until the auxiliary reservoir and brake cylinder pressures have nearly equalizechwhen the same will seat again in its upper position and permit Huid from the supplemental reservoir to flow to' the brake cylinder through passage 73, port 76, annular groove 77, port 78, passage 20, past emergency valve 21, passage 26, past closing valve 27 to brake cylinder passage 95. Either auxiliary reservoir air or supplemental reservoir air, as the case may be, also flon'sthrough passage 31 and forces the quick action piston 14 outwardly, opening the valve 15, so that fluid is vented from the -train pipe through passages 112 and 924 Air also flows through passage 31 to the emergency switch piston- 33 and o erates the same 'to close'the emergency switch. This closes the emergency circuit and insures the energization of the emergency magnets 37 regardless of whether the brake valve is moved from emergency position or not. Valves 21 and 27 .remain open. until final equalization of pressures has occurred, when the valves are closed by their respective springs. W ith these valves closed, fluid in passage. 31 and in piston chamber 32 and the piston chamber of the piston 14 will be released through the port 9() in piston 14, so that the piston 14 and valve 15 are returned to closed position and the piston opens the emergency switch. Preferably a resistance increasing cavity 119 is provided in the emergency slide valve 11 which is connected to au atmospheric passage 120.

It the electrical features ot the above described apparatus become inoperative by loss of current, break down, or otherwise, the brakes 'may be pneumatically operated by manipulation of the brake valve in the usual manner. As shown in Figs.` 2 to 5 inelusive the various electric control positions are identical with the pneumatic control positions, for instance, in electric` release position, the brake valveconnects the main reservoir port 121 in thc rotary valve 122, 'through port 123, with passage -124 leading to the train pipe` so that the train pipe is charged with vfluid under pressure, and port 125 also supplies uid to the'equalizing reservoir 126 open to one side of uxoiusual equalizingpiston 127`through passage 128. in service application position. Fig. 4, the equalizing reservoir side of the eqnaiizing Apiston 12T is connected to tha',l atmosphere through passage'12L cavity 130, and exhaust port 131, so that `he initializing discharge valve 132 is operated "to vent air from the train pipe at the same time that the electric service magnet is energized, to enect the iovenient of the automatic or triple valve. piston 3 to service application position in case the electric control is inoperative. In lap position, Fig. 3, the pneumatic ports are blanked as usual, and in emergency application position, the train pipe passage 124 is connected directly to the exhaust port 131 through cavity 133, so that the. train pipe pressure is rapidly reduced to effect the operation of the pneumatic ,port-ions Aof the valve mechanism 1 as previously, described in connection with the electric control. If the operatorshould allow the brake valve to vremain in service application position, or should excessive leakage take place in the 'train pipe, thus causing a continuous train pipe reduction. the brake would first apply .to effect a service application of the brakes, then the auxiliary reservoir would equalize into the brake cylinder, and finally, when the train pipe pressure reduces to a predetermined degree as determined bv the spring 39, the protection valve 38 will be operated to cut off communication between passages 43 and S1 and open communication v`from passage 100 82 through passage 81 to exhaust port 40, so that fluid is vented from the emergency piston 10 operating the same and thereby causing valves -21 and 27 to operate so that z the supplemental reservoir is equalized into the brake cylinder as heretofore' described in connection with -the electric control. 'It will he noted that since the' au/xiliary reservoir has previously equalized into the brakecylinder, the intercepting valve 17 is 110 not. lifted by lauxiliary reservoir pressure and consequently 'fluid from thesupplev mental reservoir at once flows to the brake cylinder. The various other parts operate as in an electric emergency application, as will be evident, except lthat' if there is no current the emergency magnet and the emer,- gency switch will bejinoperative. Also, if the brakevalve is allowed to demain in lap position, the train pipe leakage will eventually cause the particular 'value to operate inthe same manner as above described. The release of the ,brakes may he graduated pneumatically byv turning the brake valve .to release position and then back to lap position so as to make a slight increaseV in 4 train pipe pressure. The piston 3 is thus moved to felease position and air is re leased from the brake cylinder, butasfthe'` supplemental reservoir passage 73 isv 00115130"- Eeated as desired, to gradually ,reduce the nected by passage 70 and port 72 to the auxiliary reservoir in .release position, the supplemental reservoir air flowing into the auxiliary reservoir causes the piston 3 t0 move out and lap the 'brake cylinder exhaust port. -The above action may .be -rerake cylinder pressure. y

If cars equipped with the improved valve mechanism are used in a traln with cars which do not have the. electrical operating or graduated release features, the cylinder cap 103 is applied in the position shown in the' drawings, in which passages 104 'and 101 are connected by cavity 102. With the cylinder cap so adjusted, fluid is released lfrom the brake cylinder through passage 29, port 109, cavity 97, port 99, passage 101, passage 110, and past valve 45 to exhaust port 111 and also from passage 2 through cavitf 105, passage 104,-cavity 102, passage 110 an past valve 45.to exhaust port 111. Consequently, even if the main piston should move the valves 5 and'6 to graduated release lap, fluid would continue to release by way of the last mentioned set of ports and assages, so that a full release of air from e brake cylinder would -be obtained.y In case of a train break-in-two, 'an electric emergency application will be obtained on the forward part of the train, due to current still being supplied, while the rear portion yof the tralnwillbesubjected to a pneumatic emergency application of the brakes.-

In the position of the cap 87 as shown in Fig. 10, cavity 160 therein connects passages 88 and 113, but the train Apipe passage 81 is cut oil", so that both the electric service and emergency valves are cut out of action. In Fig. 11, passa 81 and 88 are connected together by cavity 161, so that only the electric-servlce valve is cut in'. In the position shown in Fig. 12, a cavity 162 connects passage 81 with emergency passage 113, so that the electricservicevalve is cut out' and the `electric emergency valve cut in.

Accordingl to the construction shown in Fig. 9,.an electro-pneumatic brake controlling valve mechanism similar to that shown in Figs. 6 to 8 is provided, but -having certain additional features, such as means for supplying luid from the mainreservoir to the brake cylinder in an emergency application of the brakes, means fory l gency application -so as to permit a ready release of the brakes, and a chamber adapted to control the time in which the quick action and emergency Switch devices remain openaccording to its volume. 'Ports and passages which have the same purposes and functions as those in the construction shown in Figs. 6to 8 have correspondin reference numerals and in addition, the bra e cylinder supply 1port 95 is connected to a supply or owing down the auxlllary. reservoir pressure in an emerblow-down valve device 135 of any desired type, adapted to limit the pressure in said passage and the chambers which may be connected thereto, to a predetermined de- Communication from port 95 to the Araken linder is controlledby a valve 136 tobe operated by a piston 137, and urpose the' valve chamber 138 is connect b passage 139 with 140 leading to the :brake cylinder. ling the supply of fluid-from the mam reservoir to the brake cylinder, a piston valve 141 vis provided having a seat 142 for controlling communication from )main reservoir passage 143 to brake cylinder passage 140. The opposite side of thevalve piston 141 is subject to the pressure of a spring 144 and is connected by passagej145 witha valve chamber 146 controlled by a pilot valve 147 which is adapted Iwhen opened to connect passage 145 with an exhaust passage 148. The pilot valve 147 is adapted to be operated by a piston 149, the chamber on the upper side of which is connected to a passage 150. A quick action valve chamber 151 isl provided whjch is connected to a passage 152 controlled by a closing valve piston 153. The parts are charged up from the train 6 to 8 and'fluid from. the main reservoir flows through passage 143 and a port 154 in valve iston 141 to the chamber at the lowerside o .said valve piston, so that the same isl maintained inits seated position.

emergency slide valve piston 10 through 7, kpassage 155, port 80, and

to release .position and .chamber '84 is feed groove'83. In release position of emergency slide valve 11, a cavity156 connects passa 150 with an exhaust port 157, so that t e top of iston 149 is connected to the atmosphere an 'also chamber 151, throu h piston 137 normally holds the valve 136 open by reason of lluid suppliedto the top thereto through a. passage 159 which i's open in the release position. of valve l11 to valve chamber 12.

from the brake cylindersupply port 95 past valve 136 to passa 139 and passage 140, and the safety yalv 135 being open to pasor control# similarly to the construction shown in Fluid from the train pipe is supplied tor Passage S- sages 81 and 82 so that piston l10 is shiilted` charged with `fluid under pressure throughy a port 158 in the closing valve 153. T e' zesv An electric service application of thev the present construction, vhowever, air flows u sage 95, the pressure of air supplied to the brake cylinder is llimited t'o a predetermined l degree according to the adjustment of the safety4 valve. `The principal diilerencebe-.(139v` -tween this construction and the one previouslv described is in an emergency applica tionu of the brakes which will now be described.

The emergency magnet 37 having been energized, the valve 48 is opened to vent air from the train pi'pe and thereby cause the main piston 3 to shift to application postion, but this does notoperateto supply fluid from the auxiliary reservoir to the brake cylinder because the movement of the emergency piston 10 to emergency position connects passage 159 through cavity 156 to the exhaust port 157, so that the piston 137 is operated to close the valve 136 and consequently communication from passage 95 to passage 139. Passage 95, however, is open to the safety valve 135, so that fluid from the auxiliary reservoir blovvs out through the safety valve until said pressure has been reduced to the degree at which the safety valve is adjusted. The purpose ot' this is to provide a low pressure on the auxiliary reservoir side of the main piston 3 so as to permit of a ready and prompt release of the brakes after an emergency application. In emergency position of valve 11, the passage 150 is uncovered, permitting lluid from chamber 84 to flow to the outer exposed area of the closing valve Said valve is then lifted from its seat and fluid is supplied 'from the emergency chamber 84 to passage 31 and thence to quick action piston 14 and emergency switch piston 33 operating said pistons for the same purposes as heretofore described. Air also lovvs through passage 150 to the top of piston 149. operatingv the same to open pilot valve 1li'. Air is thereupon vented from below the valve piston 141 through passage 145, past valve 147, to exhaust passage 14S. The main reservoir pressure acting on the outer exposed area ot? the valve piston 141 thereupon li'tts same from its seat and establishes communication from the main resrvoir passage 143 to pas sage 140 leading to the brake cylinder. so that the brake cylinder is. supplied with fluid from the main reservoir. Vv'hen the pressure in chamber 84 has substantially equalized into the chamber 151, through port 153 iu the valve i553, said valve is closed by its spring and thc ll'nidunder pres zure in passage 31 and on the pistons 1l and Iii-l escapes through port 90h! the vpiston l-l. to the atmosphere this permitting said pistons to move to their closed positions. ln an emergency al'iplication of the brakes. tht` valves 1l, 'if-i7. and lllti'ts Well as the equal` izing piston 3 remain in emergency position `until the train pipe pressure is again reA stored'. An increasi` in train pipe pressure shifts the emergciicyv piston 10 to release wsition, opening passage 150 to the atmoshere, so that pistin 149 moves to release osition, closing the pilot valve 147. Fluid is also admitted to piston 137 through passage 15x-9, forcing said piston downward to open the valve 136. Fluid from the brake cylinder may then escape through the usual exhaust ports of the equalizing or triple valve portion of the device.

1n other respects, the various operations of thc valve mccl'iaiiisn'i shown in Fig. 9 are substantially the same as those of the construction shown in Figs. G ro 8, and consequently need not' be further described.

Having now described my invention, what l claim as new and desire to secure by Letters Patent, is :P-

l. In an electro-pneumatic brake, the combinaticn with a train pipe and an automatic valve dvice operating upon a gradual reduction in train pire pressure to make its full traverse and elict a service application of the brakes. of an electricall)v controlled valve means for elfecting a gradual reduc-` tion in train pipe pressure, means for producing an emergency application of the brakes. and an electrically controlled emergency device for effecting tbc operation oi .said means.

Q. Yln an electro-pneumatic brake, the combination with a train pipe and an automatic valve device operating upona gradual reduction in train pipe pressure to make its full traverse and etTect a service application of the brakes, of. an electrically controlled valve means for effecting a gradual reduction in train pipe pressure, means operating upon a sudden reduction iii train pipe pressure vfor producing an en'iergcncy application ot' the brakes, and an electrically controllci'l emergency device for effecting a sudden reduction in pressure on said means.

ln an elcdro-pneumatic brake, the com binatitm with a train pipe and a. valve device operatiiig upon a gradual reduction in train pipe pressure for' effecting a service apj'iliration of the brakes, of means operating upon a sudden reduction in Huid pressure for effecting an emergency application of the brakes, an electrically controlled valve for venting air from the train pipe to the brake cylinder tor operating said vvalve (levicc, and electrically controlled valve means for effecting a sudden reduction in fluid pressure to operate said means.

4. ln an electro-pnclimatic brake, the combination with electrically controlled means t'or ell'ecting a service application ot the brakes and electrically controlled means for etfccting an emergency application of the brakes. of a device having one position for cutting the` electric service means out of ac tion and another position for cutting the electric cn'iergcncy means out of action.

5. ln an electro-pneumatic brake/.the combination With electrically controlled means for eilecting a i' vice application ot the brakes and electrically controlled means for ,25 i* loinationkwith an auxiliary reservoir, of elecbrakes and electrically controlled means for effecting an emergency application of the if trically controlled means for supplying fluid brakes for venting fluid from the trainpipe,l

l nation with a train pipe and a quick action ting the service means out of action, tlie I9. In an electro-pneumatic brake, there-om# sure in an emergency application of the mesma effecting an emergency application of the brakes,` of a device having positions for cutting either tlie electric service, or emergency 6. In an electro-pneumatic brake, the comfor4 electing a service applicati-:in of the brakes, of adevice having positions for cutemergency means, and botli the service and the emergency means into and out of action.

7 In an electro-pneumatic brake, the combination with an auxiliary reservoirz of elec-- tric-'ally controlled means for supplyin fluid fromthe auxiliary reservoir to the )rake cylinder in a service application of .the brakes and from an additional source of fluid pressure in an emergency application of the brakes and means for reducing the auxiliary reservoir pressure in an emergency application to permit of a ready release of the brakes.

8. In an electro-ppeumatic brake, the comtiically controlled means for supplying fluid from tlie auxiliary reservoir to the brake cylinder Vin a service applicationy of the brakes and only from an additional source of fluid pressure in an emergency application Vof the brakes and 'a Safety valve device for blowing down the auxiliary reservoir pressure'in an emergency ap licati'on to facilitate the release of the bra es.

bination with an auxiliary reservoir, of elecfrpm the auxiliaryl reservoir to the brake cylinder in a service application of tlie brakes and electrically controlled means for supplying fluid from the main reservoir to the rake cylinder in an emergency application of--the brakes.

10. In a fluid pressure brake, the combination with a train pipe and a quick action valve device operated by fluid under pressure in an emergency application of the of a closingvalve device subject to tlie 'op-` posing pressures .of the brake cylinder and the flow of air to the brake cylinder in an emergenc application of the brakes for controllingt e' supply of air to the quick action valve device.

11. In a fluid pressure brake, the combi` valve device yoperated by fluid under pres brakes' for venting fluid from the train pipe, of a closing valve device subject to the -opposing pressures of the brake cylinder and the'llosv of air to the brake cylinder in an enfiergeiicyA application of the brakes :for controlling the supply of air to the qui/el? action -valve device, salti quick action valve device being provided with a leakage ort for permitting the escape of operating uid upon the closiii of tlie closinrr valve device.

12. In a flui pressure bra te, the combination with a train pipe, of a valve device normally subject to opposing fluid pressures for` controlling communication for supplying fluid tothe brake cylinder in an emer-v gencyjapplication of the brakes, an emergency valve mechanism operating upon a sudden reduction in fluid pressure Ifor venting fluid from one side ofi said valve device to open said communicatioina quick action valve means operated by fluid under presl sure for venting fluid from the train pipe, and a closing valve operated by the flow of air through said communication to the brake cylinder for supplying fluid to said quick action valve means.

13. In an electro-pneumaticbrake, the combination with a trainlpipe and a nick action valve ,device for venting fluid rom the train pipe in an emergency application of the brakes, of an electrically controlled combination with a train pipe and a uiclt' 100 action valve device' for venting fluid om the train pipe in an emergency application ofthe brakes, of an electricall controlled means for initiallysupplying uid to said quick action valve device to operate the same, an electric switch device for controlling tlie circuit of said electrically controlled means and also initially' operated by the fluid supplied to said quick action valve device, and a valve device operating upon equalization of the'pressure of a-.source of fluid pressure into; the'brake cylinder'itq cut o the supply of fluid to said quick action valvedevice and'said electric switch device. l i i 15.1In an electro-pneumatic brake, the combination with a train v1) ipe,-a.valve mechanisin operating upon. fgradual reduction intrain pipe pressure yeffecting a service application of the brakespand a valve mechelectroLmagnet controlled valve for effecting a gradual reduction in train pipe pres-' 125 sure, an electromiagnet controlled valve for effecting a sudden reduction in train pipe ,/pressure, and manually operated means having one position for effecting a gradual re'- duction .in/train pipe pressure and for cans# ing the operation of the electro-1nagnet controlled service valve and another position for effecting a sudden reduction in train pipe pressure and for causing the operation of. said electro-magnet cont-rolled emergency valve.

16. In an electro-pneumatic brake, the combination with a train pipe, an automatic Valve device operating upon a gradual rcduction in train pipe pressure for eecting a service application of the brakes, and means operating upon a sudden reduction in train pipe pressure for effecting an emergency application of the brakes, of an electrically controlled valve for effecting the operation of said automatic Valve device, and an elec'- trically cont-rolled" valve for effecting the operation of said emergency controlling means.

17. In an electro-pneumatic brake, the combination with a train pipe, an automatic valve device operating upon a gradual reduction in train pipe pressure for effecting a service application of the brakes, and means operating upon a sudden reduction 4in train pipe pressure for effecting an einen gency application of the brakes, of an electrically controlled valve for effecting the operation of said automatic valve device, an electrically controlled valve for effecting; the operation of said emergency controlling means, and a manually controlled device adapted vto cause the simultaneous operation of said automatic valu: device and said emergency controlling; mcansbctli electri cally and pneumatically.

18. In an electro-pneumatic brake, the combination with fluid pressure operated valve mechanism for elfecting an application of the brakes, of electric and. pneumatic means for effecting the operation of said valve mechanism and a single manually operated handle for simultaneously controlling said elect-ric and said pneumatic means.

In testimony whereof I have hereunto set my hand. 

